Improved car-starting and stopping apparatus



JQHN B.' WAR'ING, or Naw-YORK., N. Y.

. Laim Patent No. 75,818, ma Marga eri-1868.

Improves .cAn-sTAnTiNe AND srorrne l'APPAsArUs- ,-'ro ALL .wHoM ir MAYooNoERN:

Be it known that-I, JOHN B. WARING, o f the city, county, and State of New York, havel invented certain new and useful Improvements inHorse-Cars; land I do hereby declare that the followingv is a full andsxact description'A thereof. V

My invention relates to apparatus Y:tor retaining power. It is adaptedto absorb the momentum in the frequent stoppages t'o take in and set .down'passcngers, and to give out the power thus accumulated to aid in .overcoming the inertaj of the car in starting again; Apparatus having this objectin view has been a favorite subject for inventors for several years,but all 'the apparatus for the purpose known toA mehave been 4open to objections, which my'inven'tion avoids. I v

I will first describe'what I'consider the best means o'f'carrying out my invention, and will afterwards designate' the points which I believe to be new. The accompanying drawings form a part-of this specification.`

'Figure' 'l is -a central longitudinal section through the running-gear o f the car.

Figure 2 is a transverse section. Figures 3 and 4 represent some of the parts on a Alarger scale. Fig. 3'isa section .at right angles to the `axis, and iig. 4. is a vertical section in the plane of the axis.-

Figure 5 represents, on a smaller scale, a modication of Vsome parts.

Figure 6 represents, on a larger scale.' a modication of one of the details. l Similar letters of reference indicate like parts -in all the iig'ures'.- fThe iigures represent the novel parts, with so muchA of the other parts as is necessary to indicate their relation thereto. Tints are employed merely'to aid in distinguishing parts. They do not indicate material. The material may beof ironand steel. A I

l A isthe body of the car, and B is vone of. the axles. The wheels, the pedestcls in whichthe axles are carried', the ordinary carrying-springs, the hand-crank foroperating the brake-cord or chai r1,la'fnd the several other ordinary parts of the car', may be of the ordinary construction. Some-of these parts are -indicated in the figures.

vI securely key, or otherwise rigidly iix upon the axle B, a boss, Bhhaving gearing B2 ou one portion of its periphery,`and a broad iange, B3, on another portion,arranged as represented. This piece turns invariably with the axle B, andmay be considered a part thereof. This is enclosed within a. drum, C, which may turn upon the axle.v To this 4drum -C is attached a chain, D, which extends to a spring, E, which is mounted as represented, so as to have la considerable length of traverse or'eective range of*A motion. TheV spring E exerts a tension on the chain D,'Which isnearly'constant. The chain D is wound and unwound uponthe exterior vperiphery of the chain-drum C, resting in the groove c, as will be presently described.

G is a short shaft mounted in the drum C. It carries on one end a pinion, G1, outsideof'the drum C,I and on the other end a pinion, G2, The latter is inside of the drum C. The end of the shaft Gr projects beyond the pinion G2, and. is fitted with'a spring-cam, P1 P2, a device which exerts a constant pressure against one face of the pinion G2. C1 isa. plate, which forms one end or head of the drum C, and is provided with asuicient opening, el, through which may operate the stout pawl H, which ishiuged at L to the interior of the chain-drum C, and is pressed inward by the spring I. This pawlH performs animportant function' in the operation of my invention, and 4is subjected to peculiar conditions, asvwill hee-presently described.

The periphery ofthea-nge or wheel B3 is notched or recessed, as indicatedV by b, in figs'. 3 and 4so that it may receive this pawl. H in a great variety otljnositions, and retain-its lhold thereon very strongly until the pawl H is lifted.

.JVP are uprights mounted upon the shaft B, so that Vthe latter is free to turn therein, and supported at their upper ends lloy'being inserted in sockets in the iioor of the4 car A, as indicated in iigs.- 1 and 2. This arrangement allows the uprights J1J2t0 slide vertically into the floor, or through the same,1to any extent which `is required in practice, but prevents them from moving in vany other direction. They are kept in place, where they bear upon the 'axle B, by the adjustable collars and set-screws, as represented. They support near `their upper ends a horizontal shaft, K, on which are stoutly keyed4 two arms, IQ and K. From one of these arms, K1, a cord, E, extends to the 'brake-shafat one end of the car. From the opposite arm, K2, a similar cord,

not represented, may extend to the brake-shaft at ther other end of the car. A stout strip or band off'iron, sutiiciently thin to be iiexible, is strongly secured on the shaft K, as represented by L. The ordinary position of the shaft K is such that the arms K1 K2 extend directly downward. In this position thc band L is allowed the greatest amount of slack or liberty. When the shaft K is partially turned in either direction, the band L is contracted.

My apparatus operates byA inducing a contraction of the spring E when the car is brought to rest, and allowing 'an extension o'f the spring when the car is being set in motion again. The chain D partially winds and unwinds on theldrum C. The shaft K and stout strap L perform important functions in controlling the i force, and inducing it to act in the right direct-ions.

M is a hollow drum free to turn on the shaft B, and mounted in contact with the drum C, as represented. It receives the pinion G', and is provided with gearing M, which locks therewith, as indicated in iigs. 8 and 4. The pinion G maytravcrsc around in the interior of M, in either direction. The exterior of the drum Mis slightly recessed, and adapted to 'receive the band L, before described.

Now, so soon as the functions of thc pawl H, and of the few adjacent parts, not yet explained, are understood, the action of the apparatus may be very ea'sily'explained. On the inner face of the upright, Jl, is a camshaped projection, j. In the ordinary normal position of the parts, the pawl H is supported on this cam at such an-elevation as keeps it out of the notches b; but, wheu'the appara-tus is in action, and the chain-drum Cis tu'rned in either direction to wind up the chain D, in the act of stopping the car, the pawl H ceases to be supported by the cam j, and would immediately drop'into one of the notches, b, if it were not supported by-other,

means. The spring-cam Pl P2 above. referred to performs this function of supporting the pawl H until the proper moment. It'then makes a partial rotation, and allows the pawl H to drop and cdtch in one of the notches, b, in

which condition itrallows the springE to expend its force in assisting the car to start, by acting in the same direction in which the car. is moved.A The relation of these parts is peculiar, and will require aminute description, with-possibly some repetitions.

The spring-cam l"1 P1 acts as one mass, excepting that it is made in two pieces, with a spring, p, between',

so as to exert a constant pressure against the pinion G2, and thus to obtain a certain amount of friction therej from, which tends to turn the spring-cam in the same direction that the said pinion turns. l?1 l?2 are short arms or projections on the sn'id cam, one or the other of which comes inplay to suspend the pawl H, according as the pinion G" turns inrone direction or the other. So longias the piniouGr2 continues to move in either direction, the spring-cam supports theV pawl H out of contact with the notches but whenever the pinion G2 stops, and commences to move in-the opposite direction, thev spring-cam P P2 changes its position, and partially revolves with it in the opposite direction. -A change of motion, therefore, gives an interval, during which neither ofthe arms or projections l?1 P2 supports the pawl This change oi' motion may occur with such rapidity (as will be observed further on) that the pawl- H has not time to fall into one of the notches, b; but, in case it is performed, as it must be in practice, with moderation, the paw] H-issure to fall, and be secured in one of the notches, during the change of motion of the pinion G2, from the revolution in one direction tothe revolution in another.

New, it will be observed that the winding up of the chain D is effected by the revolution ofthe chain-drum C, in a direction oppositeto that in which the whcels of the car are revolving. When the car has stopped, or partially stopped, Aand is again allowed to proceed, by thereleasing of the brake, the tension ofthe' chain D pulls the chaindrum C forcibly back to its original position, in other words, impel's it in thesame direction that the car is moving. The pawl H, by locking into one of the notches, I, in the exterior of the flange B3,

makes this motion available to impel the car, by compelling the chain-drum C to turn the wheels of the car with the same angular velocity as itself.

Havingnow got a general idea of thefunctions of the apparatus, to wit, thatthe chain-drum C winds up the chain by a motion in the opposite direction to that in `which the'car is moving, during which period 'its'connection with -the axle of the car is through gearing, and very indirect, and that-it unwinds the chain'by turning in the opposite direction, that is to say, in the samedirection in which the car-wheels are moving, and Athat during this latter period its connection with the axle isdirect', let us follow'the several steps in detail.

First. During the period while the car is movingv quietly along, impelled -by the horses Orstcam, and with the brakes free. In this condition the chain-drurn C stands still by virtue of the tension of the chain D. The boss Bl revolves necessarily withthe axle B, and, by its gearing B2, causes the rotary/motion of the pinion G2, and consequently of the vshaft G and pinion G1. The brakedrum M is free from allfconstraint of any kind, and

lconsequently turns quietlyaround as it is impelled' by the revolution ofthe pinion Gl. In this condition of the parts, the gentle friction of the spring-cam P is the only resistance oifered by the apparatus to the motion of.

the carl- This friction is suicient to hold the cam P tilted up, so that one ofvits arms Pl-or 'Pzis in contact with Nthe pawl H, and would support it, but-it is in addition to this support, or rather independently thereof, supported on 'the cam-like projection j, before described.

Second. During the period whilethe brake is on, and the motion of -the car is being arrested. The driver,

or engineer, 'when the car is to be' retarded-winds the hand-wheel represented, and thereby shortens the cord k. This draws on the arm K, and rocksthe shaft K, thereby shortening the. brake-strap L, and causing it to bind forcibly upon the periphery of the brake-drum M. -This brake-drum, which had been previouslyrunning, is `now stopped, andfrom this moment the rolling motion `of the axle B and the boss B1, by communicating the rotary motion above described to the shaft Gl, commences to slowlylturn the chain-drum C. This motion is in the opposite direction to that in which the car-wheels are moving, as will be obvious from an inspection ofthe piniens G1 and G2. v

The-gearing B2 turns in the same direction-as the axle B, because it is fast-thereon. l' The gearing Grz turns in an opposite direction. because it gears into B2, and this,rby giving a corresponding-motion to the pinion G1,

which meshes in thueinow stationaryfgearing'M, compels the `shaft G to move bodily in theiopposite direction.

` Thus-the chain-drum C, in which the shaft 'G has its vlglearing, is 'slowlyturned inA a direction opposite'to that in whichurthe carivlieel is moving. This motioncontinues so long as the forward ymotion of thezcar-wheels continues V-while the brake is on'. The com H, so soonlas the chanfdrnfin `revolves away from its support on'theprojection j, ceases to be supported by said projection, but it continues vto besupported by the spring-cam P, which has beenbefore described as in the proper position to perform this duly. f'lhelpawl'H, therefore,is still of no eiect.-

traverses overthesevernl notches b, or rather it traverses slowly in the opposite direction, while the notches b are revolved rapidly Aunder'itl During all this perio'd the` spring E is vresisting the forward motion of' lthe car, and will soon bringthe car to a state ofrest. A common friction-brake, not represented, maybe used in addition to my apparatus, toarrest-the motion ofthe car more suddenly, if, desired. vBut in onse no device of that nature is employed, the motion ofthe car willbe soonarrested bythe resistance of my spring E, and the momentum of the car'will be treasured up, so to speak, inthe spring E, ready to be given out in impelling the car when required. y v y Y Third. 4During the brief'periodwhile the brake is being gradually slackened. The motion of the car having been entirelyextinguished, or suiciently so, it is now desired to go ahead again. The driver or engineer now gradually turns his hand-crank, and sla-ckens thevcord k, and allows the arm K'l to fall into its original perpendicular position, thusvslackening the brake-band L, and releasing thebrakedrum M. It will be observed that the-chain-druin C, supporting the whole strain of the chain* D,l is held by the'shai't G and its pinions Gr1 and G2, which mesh, on the one handintothe gearing MVin the brake-drum M, and onf the other hand into the gearing 1?2 in the boss B1." Now, themoinent 4the brake-drum M is Areleased it can be norlongerzheld by these means,`but is free to turn in obedience to the tension .of the chain lD,'by simply whirling around theshaft G, and its conlnectious. IBut to acccomplish thispitfwill turn the shaft Gr, and consequently the pinionGg, in thefopposite direction to that which occurred when the 'chain was being. wound up, and this will affect thespring-cani P, and let d own Vthe pawl H. Y The iirst result, therefore, of. liberating the brake-,drum M, is'to canse the Vshaft G to commence to revolve i-n a direction opposite to that in which it' revolved when thechain was being wound up. Thecommencemeut of this movement turns the spring-Caml?, and lowers-th'e'pawl H, which immediately finds aresting-place in'one of thenotches b. Now, the further slackening of the brake-,strap L, and the entire liberation oi' the brake-cam M, 'do not allow the gearing to whirl back again through the series of revolutions which it performed in winding up thechaing because'rthe chaindrum C and the boss B, and cnsequentlythe shaft B, are, bythe interposition of thestrong pawl H, firmly lock-ed together, and revolve as one, In this condition of the parts, therefore, the'chan D commences to unwind, l.being pulled by the spring E, and in doing soimparts the proper-forward motion to the axle B, and consequently to the wheels of the car. *.Th'e forse of the horses, or

t of the steam or other motive-power, isthus eiciently aided by the actionof any apparatus in imparting aproper forward-motion" to'the entire structure, and in a very brief space of time the forwardV motion of thecar is 'the same' as before. The motion of the car increases and the Aspring'E becomes extended until the chain-drum C has returned to its original position. The last'thing which occursrin resuming its original positionis to press the overhanging portion of the paivl H upon the smoothly-rounded' Vsurface ofthe cam-like projection j, on the upright, J', and thus to'elevate thepawl 'H out of the notch b, .leaving the several parts free'to revolve idly, as a'tirst.v t i lv A It will be observed that my apparati1's-iseq'ually eliicient, and tha-t the action is precisely the same, whether the car is moving in one direction orthe other. A brake-wheel may be provided at each end, and 'the tilting of the shaft K maybe effected by a cord or chain connected to either of the arms K1 or K2, on the ltwo cords may be attached', if desired', to the same arm. The construction is susceptible of a great many/modifrcationsin the details without departin'gvfrom the principle of myinvention. lMany such modifications will suggest themselves toany goed mechanic, and I do not confine myself to theprecise forms of the parts herein described. Thus, for example, instead of the' spring E ,being a spirals'pring wound around'ra fixed rod, and exerting its force to extend itself, I can employ various otherforms of spring, and various other inodesof mounting. One which I esteem' on some accountspreferable to 'the form here represented is one orimorespiral springs without any. central rod, and exerting its force or their force to contract. One modification of the connection from the spring E, or its equivalent, totthe chain-drum C 'may be worthy of special description,.and 4is indicated on a small scale in iig. 5, where, instead of one chain, vDltw o chains arerepresented, each extending around or partialiy around the n chan-drum C in opposite directions. i This arrangement allows tho spring to pull with its full leverage down to the last moment in starting the car, and to resist with its full leverage in' commencing to'arrestthe motion. It will be readily-understood thatpin case two chains are employed in thisnianner, 4one willhang slack while the other t is in use,'and that only one vchain will ever be effective at one time; l1in other words, the upper'chain is effective m while the car is travelling in one direction, and the lower while the car is travellingin the other direction.

In consequence of the difference of diameter 'of the gearing, and the periphery of the chain-drum, the wind ing upof .the chain D on the chain-drum C, in stopping, requires a'longer movement of the wheels ofthe car than that given in starting by the unw'iinding of the chain D that is,in stopping, the chain is wonnd up slowly, 'by reason of the' slow gearing, and inustarting, owing to its` virtually direct action' on thel axle TS,- ihe whole forceof .the spring E ishrapidly expended in giving theforward movement, thus concentratingV the momentum 4expended. in' slowly coming to, astop, andexerting it at once in starting.

Having znow fully described my invention, what I claim as new in apparatus for use on railroads-ars, or other vehicles', to aid. in stopping and starting, or either, is as follows:

1. I claim the pawl H, spring I,'and series of detents lit-arranged to operate in combination with a wheel, vpreviously turned 4thefreverseto the axle, substantially as and for the purpose herein set forth,

2. I claim the turning part P, arranged reiatively to the-wheel G2, pawl II, and series of detent, b, subv stantially as herein set forth.

'3. I claim disconnecting the pawl H from the series of detenta b, by means af the' ccm-like prnjeetin j, arranged to operate substantially as and for the purpose herein set-forth. I

In tcstmonywheneof', I have hereunto :mi: my hnnd'innthe presence of tivo subscribing witncses J. B. WARING. Witne'sses:

EENRYD.-GREEN, W. 0. Dm. 

